Engine crank shaft



Feb. 9 1926,

J. NEW MNN ENGINE V CRANK SHAFT Filed June 50. 3,9m.

Patented Feb. 9, 1926.

UNITED STATES I JOI-IN NEWMANN, 0F BROOKLYN, NEW YORK.

ENGINE CRANK SHAFT.

Application filed June 30, 1921.

To all who/m, t may concern.:

Be it known that l, JOHN NnwMANN, a citi- Zen of the United States, residing at Brooklyn, in the county of Kings and State of New York, have invented certain new and use-ful Improven'ients in Engine Crank Shafts, of which the following is a specilication.

This invention relates to internal combustion motors and more particularly to improvements in the construction and operation thereof with a view of generally improving the efliciency of this class of engine. rllhe invention especially relates to crank shafts. r

The primary object is to produce an interna-l combustion motor comprising a combination of new features which makes this engine highly adaptable for aeronautical and automotive purposes.

Furthermore it is an object to produce an engine of the radial cylinder type having a plurality of cylinders grouped about a common crank case, and having a crank shaft with a single crank-throw common to all the piston connecting rods. ln the present invention and engine design, 1 employ an engine crank shaft construction similar to that shown in my copending application Serial Number 853,374; filed January 22, 1920, and entitled Crank and pitman connection, eX- cept however I have improved the crank shaft. design in a manner as later described.

In producing this invention, l have in view certain objects such as to make an improved coinbination air cooled and vapor cooled engine cylinder so that I secure the useful effects of this cooling method; and it is an object to utilize the heat of the cylinder head to raise the temperature of the fuel mixture which produces the double function and advantage of simultaneously cooling the engine and preheating, drying and thoroughly vaporizing the gaseous fuel mixture prior to its combustion in the cylinder.

Likewise it is an object to produce an engine having an improved valve and head structure of such design as will allow of a rapid discharge the exhaust gases and inflow of the intake gases, and which head is so coordinated with. the aforesaid cooling Serial No. 481,499.

system as to adequately cool the cylinderhead parts and engine.

rlhe accompanying drawings show the principle and an embodiment of my invention, and though l have illustrated and described a preferred form of engine. construction and operation, as well as crank shaft improvements, l claim a right of protection as te all such changes as obviously come within the scope of my invention.

Figure 1 is a sectional fragmentary view of an engine equipped with my improved crank shaft.

Figure 2 shows the engine crankshaft removed from the engine; and Figure 3 shows an improved counterbalance weight removed from the crank shaft.

Figure 4 shows a connecting rod and bearing assembly forming a part of this invention.

Referring now more particularly to the drawings, wherein like numbers are used to indicate like parts, for a detailed description of the invention, there is shown a plu rality of cylinders 10 radially mounted on a crank case 11. A piston 12 is confined in yeach cylinder and has a connecting rod 13 with an integral bearing housing 14; and this bearing housing is unitary in construction which avoids certain difficulties experienced with the presently used two-piece connecting rod bearing housing. With particular reference to Figure et, it is pointed out that the housing 14 is made with equal distantly spaced holes 15, to which the other connecting rods of the engine are secured in order that all the connecting rods be connected in common to a single bearing housing. The bearing housing is provided with bushings 16 which are removed and placed in the housing in a novel manner as later described. rThe bearings or bushings housing 1l is cut out, as shown at 17, so that the connecting rod may be easily placed on the crank pin of the crank shaft.

The improved crank shaft comprises a shaft 2() having the webs 21 with a crank 22 disposed therebetween. One of the webs 21 is made with a removable cap section 23,

which, when in position, provides an abutf `with a plate 26 which laps over and partly surrounds the web 21. In fact, the plate is made as shown in Figure 13, with a socket 2"( and this socket is made the counterpart kof the web, so that the web is received within and snugly fits into the socket. Shoulders 28 are made on the counterweight adjacent the socket so that the back face of the web rests against the shoulders making a substantial and well fitting construction. The plate is made with a hub 29 which lits over the shaft 2O to center and hold the removable counterweight 25 in secure position and also provide a seat for the crank shaft bearing. A nut is screwed on a threaded portion of the crank shaft to lock the counterweight on the shaft and to secure the crank bearing on the hub. A screw 30 is passed through the crank-pin 22 and secures the cap 23 and counterweight 25 in position.

ln assembling and fitting up the connecting rod and crank shaft, the cap and counterweight 25-26 are removed from the crank shaft, and having removed the bushings 1G from the connecting rod housing 14; the connecting rod 13-14 is slipped on shaft and over the rounded off corner 32 of the crank web 21 until the housing 14 is in place on the crank pin 22. In accomplishing the assembly of the crank shaft and connecting rod, the mechanic so moves the connecting rod that the hollowed out portion 17 slips;V past the corner 32 of the crank pin. The hol-' lowed out part 17 makes it possible to construct a comparatively small housing let with a small bore, and yet pass it over the rounded end of the crank pin. The cap 23 and counterweight 25 are now placed in position and screw 30 is tightly set in posit-ion to secure these parts together upon the crank.

In the adjustment or replacement of the bushings 16, the mechanic, having removed the cap 23, and worn bushing, places one end of the replacement bushing upon the exposed end of the crank pin 22 and thrusts the half section bushing forward until it is confined in position between the pin 22 and housing 111. He then turns the half section bushing around on the bottom side of the pin 22; andthereafter the other half section of the bushing is forced into position. The cap 23 is then replaced which forms an abutment shoulder at the foot of the pin and at the end of the bushingsto hold the bushings in position. This design and function of the parts make for the convenience and quick repair and adjustment of conection rod bearings, and the shimming of bushings to take up wear is accomplished in a similar inannei.

lVlrat I claim is:

1. A crank shaft for engines comprising a shaft, a crank-throw made on the shaft, a crank-pin made a part of the crank-throw and provi-ded with a longitudinal bore made there-through, a removable counterweight disposed on the shaft and lying adjacent the crank-pin, and a screw disposed through the bore to secure the counterweight.

2. A crank shaft for engines comprising a shaft, a crank-throw made on the shaft, a crank-pin made as a part of the crank-throw, a cap disposed over one end of the crank-pin and forming a continuation of the crankthrow, a counterweight disposed on the shaft and forming a continuation of the crankthrow, and a screw employed to secure the cap and counterweight on the shaft in locked position against the crank-pin.

3. A crank shaft for engines comprising a shaft, webs made on the shaft to make a crank-throw, a crank-pin disposed between the webs to complete the crank-throw, one of the said webs being terminated flush with the outer surface of the crank-pin for the purpose of admitting and removing connecting rod bearing bushings, a cap to complete the web and form an abutment adjacent the crank-pin, and a screw for securing the cap in position.

Il. A crank shaft for engines comprising a counterbalance weight, a plate integrally formed with the counterbalance weight, and a hub made a part of the plate and counterbalance weight to hold the removable counterweight on the shaft, and accommodate the shaft bearing.

5. A crank shaft for engines comprising a shaft having a threaded portion, a web made on the shaft, a crank pin disposed between the webs, a counterweight made separately of the crank shaft and removable therefrom to facilitate the assemblying of a connecting' rod and bearing on the crank pin, a hub made on the removable counterweight and disposed on the shaft to form a seat to receive a crank shaft bearing, and a nut screwed on the threaded crank shaft to secure the counterweight in fixed position.

6. A connecting rod and crank shaft assembly for engines, comprising a shaft having a crank-throw, a crank-pin forming a part of the crank-throw, a counter-balance weight removably secured upon the crank shaft, a plate integrally formed with the counterweight and extending around the web to form an abutment shoulder on the crankpin, a connecting rod having a unitary housing capable oi being placed in position upon the crank-pin when the oounterweight is removed from the shaft, and a means for securely anchoring the counterweight on the crankshaft.

7. A connecting rod and a Crank shaft assembly for engines as deiined in claim 6, in which the bearing housing of the conneoting rod is made with a out out Section in order that the connecting rod may be more readily placed upon and removed from the crank-pin.

8. A connecting rod and crank shaft assembly for engines, comprising a shaft having crank-throw webs, a crank-pin forming a partl of the crank-throw, a counter-balance weight removably secured upon the crank shaft, a plate integrally formed with the eounterweight and extending alongside of the crank-throw forming abutment shoulders on the Crank-pin, a connecting rod having a housing Capable of being placed in position upon the crank-pin when the counterweight is removed from the shaft, means' for Securely anchoring the counterweight on the crankshaft after the connecting rod is; in place, said connecting rod housing made with a out out portion to enable the connecting rod bearing to be placed on the crank-throw, and a removable cap section carried on the web opposite the removable oounterweight.

In testimony whereof I hereunto afiiX my hand and seal in the city of New York, borough of Manhattan and State of New York, this 29th day of June, 1921.

JOHN NEVVMANN. 

